WP RR 17 - Industrial relations in the transport sector in the Netherlands



organisational structure of KNV enables the representation of its members that represent
40% of turnover, on their specific issues (see below).

It must be added that apart from regulating the employment conditions for the sector, the
social partners are also involved in consultation with the governemnt. In the road
transport sector, social partner consultation by the government has been institutionalised
in the consultative committee for passengers' transport
(Overlegorgaan
personenvervoer)
, the subcommittee of the Social-Economic Council for questions
regarding transport
(Commissie vervoersvraagstukken) and the consultative committee of
freight transport
(Overlegorgaan goederenvervoer) to the Ministry of Transport and
Public Works (which mainly has technical issues on the agenda). In aviation, there is
consultation with the
Rijksluchtvaartdienst (Governmental Aviation Department) about
technical and flight safety measures and with the Ministry of Social Affairs about
working time (
werk- en rusttijdenregeling, WRR). Social partners also have seats in the
Subcommittee of the Social-Economic Council on Transport, the Consultative Committee
on Passengers’ transport of the Ministry of Transport and Public Works and the
Temporary Consultation Platform on Schiphol Airport.

4.3 A case study of collective bargaining in road haulage of freight

All companies in road haulage of freight are covered by one of the two sectoral
agreements. In addition, there are also 7 company collective agreements in the road
haulage of freight, which are concluded by FNV and CNV as well (FNV, interview).
Examples include Van Gend en Loos, Brinks’ value transport and Dutch Post KPN.
Finally, there are also about 3,000 self-drivers; some of them are affiliated with the
Netherlands Association for self-drivers
(Vereniging eigen rijders Nederland) and are not
covered by the collective agreement.

Since 1989, the content of the TLN and KNV agreements has evolved in a similar
direction and there is frequent consultation between the two organisations about the
agreements for transport. In macro-economic terms both agreements are comparable in
costs. The official competition regime (
concurrentie voorwaardenstelsel) prescribes that
market conditions should be similar for all companies, so the wage structure in both
agreements is identical. Functions have been described in the official function
classification. Both TLN, KNV and the Unions FNV and CNV take part in the ‘Stichting
functiewaardering’ a foundation with a committee that is responsible for the job
evaluation and pay grades in the industry. This administrative structure serves as
benchmark for all occupations in the industry (varying from drivers on international
transport to secretaries).

All jobs are being appreciated on the basis of the following five criteria: 1. knowledge/
capabilities; 2. independence/ risk/ responsibility and influence; 3. social capabilities and
ability to expression; 4. mobility and attention; and 5. inconveniences (working
conditions, health and safety). On the basis of the appreciation of the job, job/ wage
scales (
functieloonschalen) have been scheduled in eight categories. In each of the job/
wage scales, four labour market segments have been distinguished: drivers (including co-

19



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